Systems and methods for capturing kinetic energy and for emission-free conversion of captured energy to electricity

ABSTRACT

A system for efficiently capturing the kinetic and/or potential energy of a moving vehicle includes an arc roller configured to move along an arcuate path upon impact by the moving vehicle, and a torsional spring configured to wind in response to the movement of the speed bump and, thereby, to store energy associated with the impact. The torsional spring may be configured to wind continually in response to the movement of another speed bump and, thereby, to store additional energy associated with the impact of the vehicle with the other speed bump. The system may include alternators or generators producing electricity from energy released from unwinding of the torsional spring. Electricity is further stored and utilized for onboard computing, traffic analytics, safety feature operating functions and communications.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and the benefit of U.S. ProvisionalPatent Application No. 62/636,409, entitled “Systems and Methods forCapturing Kinetic Energy and for Emission-Free Conversion of CapturedEnergy to Electricity,” which was filed on Feb. 28, 2018, which isincorporated herein by reference in its entirety.

FIELD OF THE INVENTION

This disclosure generally relates to techniques for generation ofelectricity and, in particular, to techniques for capture of energy fromthe movement of an object and to generation of electricity from thecaptured energy.

BACKGROUND

Every day, millions of vehicles are forced to slow while traveling,e.g., when the roads narrow and/or lanes merge, when the vehiclesapproach boarder security/inspection check points, entrances to parks,draw bridges, etc. The use of rumble strips or speed bumps at suchplaces to slow down the vehicles is well known. It is also known that aspeed bump and a system coupled thereto can be configured to generateelectricity as vehicles pass over the speed bump. In general, twofactors must be considered in configuring a speed bump in this manner,i.e., to generate electricity. First, vehicle and passenger safety (andalso comfort) are important. The impact between the moving vehicle andthe speed bump should not create so much force as to cause injury and/orsignificant discomfort to the passengers and/or damage to the vehicles.The impact should also not cause the vehicle to skid off the road. Thisrequirement generally constrains the shape, size, materials, and/ormaximum height of the speed bump from the road surface.

The other factor is capturing the energy associated with the impact ofthe moving vehicle on the rumble strip or speed bump. This impact or theforce imparted by the moving vehicle to the speed bump generallyincludes a component associated with the motion of the vehicle along thesurface of the road and another component associated with the weight ofthe vehicle. Many speed bumps are generally configured to capture thepotential energy associated with the weight of the vehicle. Typically,the speed bump and/or a component linked thereto moves down in avertical direction due to the weight of the vehicle as the vehicle ispositioned over the speed bump. The downward movement of the speed bumpis typically translated into the motion of an armature within a magneticfield, which can produce electricity.

SUMMARY OF THE INVENTION

Various embodiments described herein feature techniques for capturingnot only the potential energy associated with the weight of the vehiclebut also the kinetic energy associated with the motion of the vehicle.To this end, a number of (e.g., 2, 3, 4, etc.) rollers or bars arearranged in a series, where the bars are parallel to each other, andwhere each bar is configured to move along a respective arc during orupon impact by a moving vehicle. The bar may continue to move after thetire is no longer in contact with the bar, i.e., not impacting the bar.The arcuate movement of each bar can facilitate capture of at least apart of the slowing vehicle's kinetic energy imparted to the bar uponthe impact; in addition to facilitating capture the vehicle's potentialenergy.

The energy corresponding to the arcuate movement of each bar is storedin one or more torsional or spiral springs that are mechanically coupledto one or more bars. A compression spring coupled to each respective barcan store the energy associated with the movement of the correspondingbar, but summing or consolidating such stored energy can be cumbersome.For example, during the consolidation phase, the release of the storedenergy would have to be timed and synchronized carefully so that therelease of stored energy from each compression spring would result in agenerally continuous, uninterrupted release of energy. If suchsynchronization is not achieved and/or is not maintained over the courseof operation of the system, significant (e.g., more than 10%, 20%, 50%,etc.) of the stored energy may be lost during consolidation. The energyloss during the consolidation phase can significantly decrease thesystem efficiency because typically much less than 100% (e.g., 7%, 10%,15%, etc.) of the total energy associated with the impact with eachindividual bar is captured for storage thereof and, a portion of thisfraction is further lost during consolidation. The torsional spring,however, may generally be coupled to two or more bars or even to allbars. Because the torsional spring needs to be wound as opposed to becompressed in a selected direction, assemblies coupled to different barscan continually wind the torsion spring and, as such, the torsion springcan store the energy associated with the movement of the different barsin a cumulative manner. Thus, the energy captured from each bar issummed up or accumulated at the time of storage and, as such, no furthersynchronization is needed during release of the energy. In this way, thetorsional spring assembly can enhance the efficiency of capturing thekinetic and potential energies generated from the successive impactswith several bars.

After a preselected degree of winding of the torsional spring isachieved, the spring is allowed to unwind, releasing the energy storedin the torsional spring. The released energy is used to rotate anarmature within a magnetic field, which can produce electricity. Thegenerated electricity can be consumed immediately and/or may be storedin a battery for later use or metered into the grid.

Accordingly, in one aspect, a system is provided for capturing at leasta part of kinetic energy (KE) of a moving vehicle upon impact thereofwith one or more arc rollers. The system includes a first arc rollermovable along a first arcuate path upon impact by the moving vehicle anda first linkage linking the first arc roller to a first rotatablecomponent. The system also includes a primary torsional spring coupledto the first rotatable component. The primary torsional spring isconfigured to wind upon at least a partial rotation of the firstrotatable component by an arcuate movement of the first arc roller,until the first rotatable component reaches a first preset position. Inaddition, the system includes a first return mechanism to return thefirst arc roller to an initial position thereof when the first rotatablecomponent reaches the first preset position. In some embodiments, thefirst rotational component includes an adjustable cam that determinesthe first preset position. In various embodiments, the system may alsoinclude an electrical generator coupled to the primary torsional spring.

In some embodiments, the system further includes a second arc rollermovable along a second arcuate path upon impact by the moving vehicleand a second linkage linking the second arc roller to a second rotatablecomponent. In addition, the system may include a second return mechanismto return the second arc roller to an initial position thereof when thesecond rotatable component reaches a second preset position. The primarytorsional spring may be coupled to the second rotatable component andmay be configured to wind further upon rotation of the second rotatablecomponent by a forward movement of the second arc roller.

The second arc roller may be associated with an adjustable componentadapted to adjust an angular range of the second arc roller. Theadjustable component may be coupled to the first linkage, so that theangular range of the second arc roller can be selected based on themovement of the first arc roller. For example, if a heavy vehicle ispassing and/or a vehicle is passing at a high speed, relatively morepotential and/or kinetic energy may be received by the first arc roller,which may move more than it would have if a lighter vehicle or a vehiclemoving at a slow speed were passing. Thus, the movement of the first arcroller can represent the amount of potential and kinetic energyavailable, and the movement of the second arc roller can be adjusted tocapture the available energy. In general, a greater amount of energy maybe captured if the second arc roller (and any other subsequent arcrollers) are allowed to move along a longer path.

The diameter of first arc roller may be selected from the range 3 to 7inches. The system may include between one and seven arc rollers thatdisposed in a series and in parallel to one another. The first arcroller may be attached to a pivot point and may be oriented at a firstimpact pivot angle. The first impact pivot angle may be adjustablethrough a ladder mechanism upon which the pivot point is mounted.

In some embodiments, the first arc roller is connected by a joint to thefirst rotatable component, wherein a second angle between a first planepassing through the joint and a central axis of the first arc roller anda second plane defining the road surface represents redirected impactenergy. A third angle between an initial position of the first rotatablecomponent and a vertical reference plane represents an outside strokedue to angular impact. The third angle may be adjustable throughmovement of a link between the first arc roller and the first rotatablecomponent. A fourth angle is an angle of rotation of the first rotatablecomponent due to impact and can be varied or selected based on the firstangle and the second angle.

If the expected traffic would include heavy vehicles and/or fast-movingvehicles, a greater impact energy may be expected and the first, second,third, and/or the fourth angles may be adjusted accordingly. Forexample, lager first and/or fourth angles and/or smaller second and/orthird angle may be used. On the other hand, if the expected trafficincludes light and/or slowly moving vehicles, smaller first and/or thirdangles and/or larger second and/or third angles may be used.

The primary torsional spring may include a clutch operated by a rotationof the primary torsional spring, wherein the clutch disengages to drivean alternator when the primary torsional spring reaches a predeterminedrotational threshold and unwinds when the clutch disengages. In someembodiments, the system includes a third arc roller movable along athird arcuate path upon impact by the moving vehicle, and a thirdlinkage linking the third arc roller to a third rotatable component. Thesystem may also include a third return mechanism to return the third arcroller to an initial position thereof when the third rotatable componentreaches a third preset position. In addition, the system may include asecondary torsional spring coupled to the third rotatable component,where the secondary torsional spring is configured to wind upon at leasta partial rotation of the third rotatable component by an arcuatemovement of the third arc roller. An alternator may be coupled to boththe primary and secondary torsional springs.

In another aspect, a method is provided for assembling a system forcapturing at least a part of kinetic energy (KE) of a moving vehicleupon impact thereof with at least one arc roller. The method includesmounting a first arc roller on a frame, where the first arc roller ismovable along a first arcuate path upon impact by the moving vehicle.The method also includes coupling a first linkage linking the first arcroller to a first rotatable component, and coupling a primary torsionalspring to the first rotatable component, wherein the primary torsionalspring is configured to wind upon at least a partial rotation of thefirst rotatable component by an arcuate movement of the first arcroller. In addition, the method includes coupling a first returnmechanism to the first arc roller to return the first arc roller to aninitial position thereof when the first rotatable component reaches afirst preset position.

In some embodiments, the method includes mounting on the frame a secondarc roller that is movable along a second arcuate path upon impact bythe moving vehicle and coupling a second linkage linking the second arcroller to a second rotatable component. The method may also includecoupling the second rotatable component to the primary torsional springand coupling a second return mechanism to return the second arc rollerto an initial position thereof when the second rotatable componentreaches a second preset position. The primary torsional spring may beconfigured to wind further upon rotation of the second rotatablecomponent by a forward movement of the second arc roller.

In some embodiments, the method includes linking the second arc rollerto an adjustable component adapted to adjust an angular range of thesecond arc roller. The method may further include coupling theadjustable component to the first linkage, whereby a movement of thefirst arc roller adjusts the angular range of the second arc roller. Anadjustable cam may be provided with the first rotational component todetermine the first preset position. The method may also includecoupling an electrical generator with the primary torsional spring. Thefirst arc roller may have a diameter between 3 and 7 inches, and themethod may include providing between four and seven arc rollers disposedparallel to one another.

In some embodiments, the method includes attaching the first arc rollerto a pivot point, and orienting the first arc roller at a first impactpivot angle. The method may also include mounting the pivot point on aladder mechanism, so that the first impact pivot angle is adjustable. Insome embodiments, the method includes connecting the first arc roller tothe first rotatable component via a joint, wherein a second anglebetween a first plane passing through the joint and a central axis ofthe first arc roller and a second plane defining the road surfacerepresents redirected impact energy. A third angle between the firstrotatable component and a vertical reference plane may represent anoutside stroke due to angular impact, and the method may includeproviding an adjustable link between the first arc roller and the firstrotatable component, so as to adjust the third angle. A fourth angle canbe an angle of rotation of the first rotatable component due to impactand the method may include selecting a maximum limit of the fourth anglebased on the first angle and the second angle.

In some embodiments, the method includes mounting on the frame a thirdarc roller movable along a third arcuate path upon impact by the movingvehicle, and coupling a third linkage linking the third arc roller to athird rotatable component. The method may also include coupling a thirdreturn mechanism to return the third arc roller to an initial positionthereof when the third rotatable component reaches a third presetposition. Moreover, the method may include coupling a secondarytorsional spring to the third rotatable component, where the secondarytorsional spring is configured to wind upon at least a partial rotationof the third rotatable component by an arcuate movement of the third arcroller. The method may also include coupling an alternator to both theprimary and secondary torsional springs.

The method may include providing a clutch with the primary torsionalspring, where the clutch is operated by a rotation of the primarytorsional spring and disengages to drive an alternator when the primarytorsional spring reaches a predetermined rotational threshold andunwinds when the clutch disengages.

BRIEF DESCRIPTION OF DRAWINGS

In order to facilitate a fuller understanding of the present invention,reference is now made to the accompanying figures. These figures shouldnot be construed as limiting the present invention, but are intended tobe exemplary only.

FIG. 1A is an isometric view of an energy capture and conversion systemin accord accordance with an embodiment of the invention.

FIG. 1B is an isometric view of an energy capture and conversion systemin accordance with an additional embodiment of the invention.

FIG. 1C is an elevation of the embodiment shown in FIG. 1B.

FIG. 2A is an exploded view of an energy capture system in accordancewith an embodiment of the invention.

FIG. 2B is a further exploded view of an energy capture system inaccordance with an embodiment of the invention.

FIG. 2C is a sectional view of the energy capture system in accordancewith an embodiment of the invention.

FIG. 3A is an isometric view of an arc roller of the energy capturesystem in accordance with an embodiment of the invention.

FIG. 3B includes a sectional view of the arc roller of the energycapture system in accordance with an embodiment of the invention.

FIG. 3C includes isometric views of components of the arc roller of theenergy capture system shown in FIG. 3A.

FIG. 3D includes isometric views of components of the arc roller of FIG.3A in accordance with embodiments of the invention.

FIG. 3E depicts an arc roller in accordance with an embodiment of theinvention.

FIG. 4 is a schematic showing operation of the arc roller assembly ofFIG. 3A in accordance with an embodiment of the invention.

FIG. 5 is a sectional diagram showing operation of the arc rollerassembly of FIG. 3A.

FIG. 6 is depicts an outer surface of the energy capture system incontact with a vehicle in accordance with an embodiment of theinvention.

FIG. 7 is a sectional view of an installed energy capture system inaccordance with an embodiment of the invention.

FIG. 8A is an isometric view of the energy conversion system inaccordance with an embodiment of the invention.

FIG. 8B is a sectional view of the energy conversion system inaccordance with an embodiment of the invention.

FIG. 9 is an isometric view of an energy storage assembly in accordancewith an embodiment of the invention.

FIG. 10 is an isometric view of an assembled capture and conversionsystem in accordance with an embodiment of the invention.

FIG. 11 is a disassembled view of the capture and conversion system inaccordance with an embodiment of the invention.

FIG. 12 is a view of an electrical systems tray in accordance with anembodiment of the invention.

DESCRIPTION

FIG. 1A is an isometric view of an energy capture and conversion systemin accordance with an embodiment of the invention. FIG. 1A depicts akinetic energy (KE) and potential energy (PE) capture and conversionsystem that includes a KE-PE capture system coupled to an energyconversion system, according to one embodiment. FIG. 1A illustrates aside-by-side embodiment, in which the capture system is shown as coupledto the conversion system by a shaft in a side-by side configuration.

FIG. 1B is an isometric view of an alternative embodiment of the energycapture and conversion system in a stacked configuration. In thedisplayed embodiment, the capture system is stacked to rest on theconversion system and the entire assembly can be installed in a modularfashion in the roadway or impact surface. FIG. 1C illustrates a planview of the stacked modular capture and conversion assembly. Inembodiments of the invention, multiple stacks of capture and conversionassemblies can be provided. Further, multiple capture and multipleconversion assemblies can be provided in a single stack and planetarygear sets may provide torque increases and transfer.

The side-by-side embodiment of the capture and conversion system shownin FIG. 1A has particular applicability in temporary event applicationsas its limited depth allows it to be easily installed to integrate witha ramp or other temporarily installed surfaces. Such temporary eventapplications may include, for example, sporting events, conventions,concerts, construction sites, or other events. In contrast, the stackedconfiguration creates a smaller road surface footprint and is thereforemore suited to permanent applications, such as, for example, parkinggarages, ports, airports, and streets. Retraction mechanisms can beprovided upon installation of the systems, so that the entire system isretractable into the roadway. Thus, the retractable mechanism may becoupled to a sensor assembly and/or timer for operating based on time ofday, time interval, weight, speed, frequency, etc. The retractablemechanism may be computer controlled so that it can be retracted duringspecific hours or traffic conditions or weather events. With respect totraffic conditions, local officials may aim to provide unhindered speedto travelers during off-peak conditions and the system can be retractedduring this time. The retractable mechanism may be further utilized inregions requiring snow and ice removal as snow and ice buildup couldpotentially hinder functionality of the system. Accordingly, the systemcan be retracted in order to accommodate plows or other snow and iceremoval equipment. The retractable mechanism should be capable ofretracting and raising the entire assembly or specific arc rollersindependently, whether stacked or side-by-side and may include a systemof linked pivotal connecters.

FIG. 2A is an exploded view of an energy capture system in accordancewith an embodiment of the invention. FIG. 2B is a further exploded viewof an energy capture system in accordance with an embodiment of theinvention. FIG. 2C is a sectional view of the energy capture system inaccordance with an embodiment of the invention.

FIGS. 2A-2C depict various views and a listing of components of a KE-PEcapture system, according to one embodiment. In particular, FIG. 2Aillustrates a top frame 202, having sufficient structural integrity towithstand impact produced by passing vehicles. The frame is mounted onmultiple vertical struts and diagonals. Both the frame and its connectedstruts and diagonals are preferably constructed of steel and othersuitable materials. The diagonals may be configured at different angleswith respect to the top surface. The angles may vary, for example,between 15 and 30 degrees. A top surface of the frame may be encircled,for example, 2 inch, by 2 inch steel tubing. Cap screws may be utilizedon a top surface of the top frame. A base portion of the frame thatsupports the arc rollers (also called bump rollers) may also beconstructed of steel and embodiments of the base may include two inch byfour inch steel tubing. The base portion of the frame may be attached tosupport columns allowing connection to the top surface of the frame.Cross bracing and other structural features may utilize sheet steel,aluminum or HDPE sheets in order to achieve structural requirements andminimize overall system weight.

FIG. 2A further depicts four arc rollers or bars 204, where each bar cancapture at least a part of a vehicle's KE and PE, and associated linkage206 to transfer the KE and PE to the other components of the system. Thearc rollers may be configured to move in succession and in embodimentsof the invention may be connected to an output shaft 208 or other outputmechanism. Each arc roller operates to separately capture energy. Inembodiments of the invention, the arc rollers may be constructed ofsteel pipes or similarly durable materials for form and function, suchas, for example, three inch diameter steel pipes. The arc rollers mayalternatively include larger or smaller diameter pipes or may be formedin rectangular, square, oval, or other cross-sectional shapes. However,circular cross sections are preferred for most applications as theyresult in noise reduction and reduce impact to tires.

FIG. 2B depicts components of a linkage subsystem according to oneembodiment that is included in the KE-PE capture system depicted in FIG.2A. This embodiment of the linkage subsystem includes pulleys connectedbetween the arc rollers and a drive shaft 208 that connects to theenergy conversion system. In this embodiments, the energy conversionsystem also includes at least a part of the energy storage system, whichincludes a torsional spring, as further discussed below. While oneembodiment may utilize a shaft as shown, other embodiments, such as thestacked embodiment of FIG. 1B may utilize a belt, chain, or gearingconfiguration to connect to the conversion system. FIG. 2B furtherillustrates gas spring gussets 210 connected to an arc roller on one endand to a return mechanism 212 on the other. The return mechanism isadjustable and may be set based on the expected speed and the expectedweight of the vehicles. For example, a stronger return spring is neededfor heavy commercial truck applications but is not necessary for lighterpassenger vehicle traffic. The return mechanism can be a coil spring ora hydraulic shock. A respective return mechanism is associated with eacharc roller, the different types of return mechanisms may be coupled todifferent rollers. The PSI ratings of the return mechanisms range from10 lbs. to 140 lbs. Subranges within this range, e.g., 10-50 lbs., 20-60lbs., 80-120 lbs., 20-80 lbs., are also contemplated. Further, thesystem may be configurable in order to change the rate of energycollection through changing of gear ratios. In embodiments of theinvention, the system allows automatic shifting of gears in order toprovide a customized transmission. Automatic shifting may be achieved,for example, through operation of an attached controller, which usesinternal stored battery power to operate a gearbox and associatedcomponents. The gearbox may utilize the main shaft, lay shaft, and a dogclutch installed on the shaft or within compound drives to engage ahigher or lower gear ratio, and maximize energy capture and harvesting.In this instance, a goal of the system is to increase the flow of energyoutput by optimizing the alternator RPM range and controlling andstoring the variable energy inputs to the alternators to maintain theoutput in high traffic volume. Alternatively, the system can storeenergy that is released in bursts.

FIG. 2C depicts a cross-section of the rollers and the respectivelinkage associated with each roller. In some embodiments, the respectivelinkages associated with different rollers of groups of rollers can beof different types. In some embodiments, the linkages associated withall rollers are of the same kind. In the displayed embodiment the arcrollers are connected to tie rod or arm linkage to a cam. In someembodiments, each arc roller is connected via a respective tie rod/armlinkage to a respective cam that ultimately rotates a coupling shaftthat winds the torsional spring. In a typical application, a vehiclemoves from right to left. However, in embodiments of the invention, thesystem is operable to allow vehicle traffic in any direction and at anyangle, which significantly enhances the safety of the system. Therounded shape of the arc rollers helps to ensure that damage to vehiclesand/or the capture and conversion system is avoided regardless of theangle of impact. Thus, if a vehicle is out of control or backs up overthe assembly, the assembly will not cause damage to the vehicle or itspassengers. Further, the system is configured to capture energyregardless of the approach direction, though the amount of energycaptured may vary depending on direction. The impact on the arc rollercauses the arc roller to move in an arc, push down the tie rod, androtate the cam about its center. The center may be located in a slot andtherefore enables the cam to move up and down, which would adjust theangle of rotation of the cam. The length of the slot can be 0.5 inches,1 inch, 1.5 inches, etc. The system may include one or more skidresistant coating(s), acid etching, or unique material propertiesincluding coatings, membranes, and sealants.

Although FIGS. 2A-2C depict four rollers, this is illustrative only.Fewer than four, e.g., 1 or 2 and more than four, e.g., 5, 6, 7 etc.rollers are contemplated in different embodiments. Further, while therollers appear to be evenly spaced, the configuration of rollers may becustomized for particular applications. In some applications, providinga widened gap between one or bump more rollers may be desirable as thisconfiguration may provide additional stability and avoid wheelpropagation at high speeds. Additionally, one or more arc rollers mayprovide variable transmission testing, using varying energy collectionand transfer methods.

In some embodiments, as shown in FIGS. 2A-2C, strike/bump energy istransferred to a shaft bump roll pivot through a hinge and drive gusset,with a spring/shock return gusset for bump roll stop/return action.Structural pivot support and columns, bearing plates, and internalframe/housing structure can provide additional load capabilities for thecomponents and assemblies, such as link arm assemblies and slot cam, forenergy transfer. The energy transfer assemblies can be connected,collected, and synchronized by a track follower, guide/block/pivot/slideassemblies and adjustments, and/or lock rings. Energy may also betransferred via idler assemblies (e.g., belt, tension mechanisms), and apulley (e.g., drive and idler pulleys), and/or belt and gear assemblies,into shaft assemblies (e.g., drive, stepped output idler, etc.), outinto the conversion subsystem.

The housing or support frame weldment of the system illustrated withreference to FIGS. 1A-2C can be a steel, aluminum, alloy, or a polymerframed box structure with a steel, aluminum, alloy, polymer covering orsheathing, which is further sealed from contaminants using variousmaterials including various polymer combinations, rubber, adhesives andspecialty coatings. The bump roll assembly generally receives thevehicle tire impact, which according to one embodiment is one tirestriking one module unit having four arc rollers. Two modules placedadjacent to one another within the roadway generally cover one typicalroad lane width, maximizing kinetic and potential energy capture bycondensing each system to harvest energy from each wheel strike or pass.As illustrated, the stacked configuration shown in FIGS. 1B and 1C wouldhave a further reduced footprint.

FIG. 3A depicts a bump roll assembly, which includes a roller configuredto be displaced along an arc. Upon impact by a moving vehicle, theroller does not merely move vertically downwards. Instead, upon impactwith the wheel/tire of a moving vehicle, the roller moves along an arc,thereby efficiently absorbing at least part of the kinetic energy of themoving vehicle. The arc roller may include an arc roller strike tube 55with attached pairs of hinge gussets 57 toward both ends of the striketube. A shaft-bump roll pivot 60 may be attached to the hinge gussets. Acap screw 64 and a steel shim 61 may be utilized to complete theassembly. A gas spring gusset 59 or equivalent device may also beattached to the arc roller strike tube 55. Further, a pair of drivegussets 58 may be located substantially centrally along the length ofthe arc roller strike tube 55 and is shown with a shoulder boltconnection 62 secured by a flanged nut 63 and washer 65. A spacer 67 mayalso be utilized. A pipe cap 56 and spacer 66 may be located at an endof the strike tube 55. In preferred embodiments, these arc rollercomponents are made from steel or other materials suited to the intendedpurpose and may be weighted to increase captured forces.

FIGS. 3B-3E depict and illustrate the operation of hinges that allow theroller to move along an arc. As will be further explained, the arcs forthe rollers may be similar or they may differ. For example, each arc mayhave the same radius of curvature but the arc length may differ.Alternatively, the arc associated with each roller may have a differentradius of curvature. These figures show the angular pivot attachment ofthe arc rollers or strike tube/bar. Closer to the center and in-betweenthe strike tubes or arc rollers, a linkage and a cam system is providedin some embodiments that can adjust the angular range of the arcuatemotion of the strike bars. In some embodiments of the invention, thelinkages may be welded and adjustable or otherwise structurallyconnected so that adjustments can occur during manufacturing. However,in other embodiments the linkages may be attached for dynamicadjustment, so that they can be dynamically controlled based on sensormeasurement, controller feedback, or remotely upon demand. FIG. 3Bfurther illustrates the arc rollers including the strike tube withattached hinge gussets and drive gussets. Further views of the end capsare also shown. While various dimensions are shown, these dimensions mayvary. For example, the strike tube diameter may be 3, 4, or 5 inches orother optimized dimension. FIG. 3C illustrates isometric, plan, andsectional views of the hinge gussets 57, gas spring gussets 59, anddrive gussets 58. FIG. 3D illustrates isometric, plan and sectionalviews of the shaft bump roll pivot 60 and the spacer 67. FIG. 3E depictsa strike tube of the arc roller assembly with the drive gussets locatedsubstantially centrally along the length of the arc roller strike tubeattached to a linkage and a cam. The rollers illustrated in FIG. 3A canbe used as part of the KE-PE capture systems that are described above.

FIGS. 1A-3E, with the roadway cover, side plates and various sealantsremoved/not installed, show the structural framing members and arcroller strike mechanism in a spaced, rumble strip like pattern,according to some embodiments. The spacing can vary based on vehiclespeed and/or load, etc. that are considered during the design of thesystem. The rumble strip arc roller/strike tubes/bars can be evenlyspaced, or the spacing may be adjusted to maximize energy capture basedon different expected average vehicle speeds and weights. In general,the bars are spaced farther apart as the expected average vehicle speedsincrease. Average vehicle speed at the time of impact is estimated to bebetween 0 mph and 70 mph, where spacing of strike tubes may be increasedbased on increasing estimated average speed. Embodiments of theinvention may include greater spacing between strike tubes for highspeed applications. The greater spacing may be effective in avoidinghydroplaning. Further, while the strike tubes are shown as parallel,other angular patterns can be implemented for remediating debrisbuild-up, such as gravel or sand build-up on the system. The angularpatterns, in combination with vehicle and wind dynamics may provideclearing of the debris. Additionally, large tire sizes and vehicle massmay benefit from greater spacing. Thus, the spacing can be selectedaccording to different expected average vehicle weights, fromapproximately 200 lbs. for a moped rider to military axle loading ofover 80,000 lbs. per axle. The height of the strike tubes/bars may alsobe adjusted from −½″ in a retracted position to +1″ above the roadway orfrom ⅜″ to ¾″ or from 1/10″ to 1″ above the roadway. In some instances,municipalities may limit the extent of protrusion.

FIG. 4 schematically depicts an embodiment of the energy capturemechanism discussed herein. As a vehicle impacts a strike tube or bar204 of the arc roller assembly, the strike tube 204 (also called a baror an arc roller) is pushed forward as well as downwards, and movesalong an arc 402. The forward motion of the bar can capture at least aportion of the kinetic energy of the vehicle and the simultaneousdownward motion can capture at least a portion of the potential energyof the vehicle. The bar is mechanically coupled through a suitablelinkage 206 to a rotatable component 404 such as a cam, a disc, aratchet wheel, etc. When a moving vehicle strikes the first bar in aseries of bars, its velocity and correspondingly the kinetic energy (KE)are typically greater, respectively, than the vehicle's velocity and thecorresponding KE when it strikes a subsequent bar. As such, the arcuatemovement of different bars, and the corresponding movements of therotatable component can be different. Specifically, the Angle 4 (shownin FIG. 5) can be different for different rotatable components. When theexpected maximum Angle 4 for a particular rotatable component 404 isreached, a return mechanism associated with the corresponding bar isengaged, which allowed the bar to return to its rest position (shown inFIG. 4).

The rotatable component 404 is mechanically coupled to a torsionalspring 406, e.g., via a coupling shaft, such as that shown in FIG. 1Aand FIG. 9. Therefore, as the component 404 rotates, the torsion springis wound, storing the energy captured by the arcuate movement of the bar204. In some embodiments, several (e.g., 2, 3, 4, or more) bars aremechanically coupled to the same rotatable component 404. The vehiclewould impact the bars in sequence and, as such, each bar may move alonga respective arc in sequence The movement of the bars may overlap,however, i.e., before the motion of one bar is completed, another barmay begin to move along its respective arc. The rotation of therotatable component would continue from the arcuate movement of otherbar(s), causing continued winding of the torsional spring. Thus, thetorsional spring can store the kinetic and potential energy captured bythe arcuate motions of several bars.

In some embodiments, two or more rotatable components 404 are used,where one or more but not all bars are coupled to a different rotatablecomponent. All rotatable components 404 are coupled to the same shaft,however, that couples the different rotatable components 404 to thetorsion spring 406. Some other embodiments use two or more torsionsprings. In these embodiments, different rotatable components arecoupled to different torsion springs via respective coupling shafts. Theresistance of the different torsion springs can be different. Forexample the a larger torsion spring having a high resistance may becoupled to the first bar and a smaller torsion spring having lessresistance may be coupled to a subsequent bar (e.g., the second bar,third bar, fifth bar, etc.).

An advantage of the multi-torsion spring configuration is that it canaccommodate the changing kinetic energy (KE) of a moving vehicle as itstrikes different bars in a sequence. As noted above, when a vehiclestrikes the first bar, its velocity and correspondingly the KE aretypically greater, respectively, than the vehicle's velocity and thecorresponding KE when it strikes the subsequent bar. The arcuatemovement of the first bar can therefore transfer a greater amount ofenergy than that transferred by the movement of a subsequent bar, andthe energy transferred by the first bar can be stored in the largertorsion spring having a greater resistance. In some cases, the movementof the subsequent bar may not transfer a sufficient amount of KE so asto effectively wind the larger torsion spring and, as such, that KE maynot be captured efficiently, if the subsequent bar is coupled to thelarger torsion spring. Therefore, the subsequent bar is coupled to adifferent, smaller torsion spring, which can be wound with less energyand can efficiently store a smaller amount of energy.

When the energies stored in the two (or more) torsion springs are to beconverted into electricity, the larger torsion spring may be allowed tounwind first, causing the shaft of the generator (such as that shown inFIG. 8A) to rotate, e.g. from a rest position. Because a larger amountof energy is stored in the larger torsion spring it can overcome theinertia of the generator shaft. When the larger torsion spring ispartially or completely unwound, while the generator shaft is stillrotating, another, smaller torsion spring may be allowed to unwind.While this spring may not supply enough energy to overcome the inertiaof the generator shaft, it may be able to extend the rotations of thealready rotating generator shaft. As such, a relatively smaller amountof KE captured by the movement of a subsequent bar can also be utilizedto generate electricity.

The one or more torsional spring used in various embodiments can bespecified in terms of one or more parameters of the strip or wire thatis wound. These parameters include one or more of the length of thestrip/wire, the width of the strip or gauge of the wire, and thethickness of the strip. The specification of the torsion spring may alsoinclude the wrap count or the number of turns of the strip/wire, and thematerial of the strip/wire. The material is generally a metal or alloy,e.g., steel, copper, or alloys thereof. The steal used in a torsionspring may be specified using the standards developed by the AmericanIron and Steel Institute (AISI) or Society of Automotive Engineers (SAE)International. For example, the steel used can be AISI/SAE 1040,AISI/SAE 1070, AISI/SAE 1077, AISI/SAE 1095, stainless steel, etc. Insome embodiments, a torsion spring made using a 2 inch wide 22 ft. longstrip of AISI/SAE 1077 steel is used. In some other embodiments, atorsion spring made using a 3 inch wide 32 ft. long strip of AISI/SAE1095 steel is used. Other combinations of the various parametersdescribed above are also contemplated. Coil space separators may be usedin some embodiments to minimize friction loss then the torsion springuncoils or unwinds.

A cam, threaded shaft, keyway, or other clutch mechanism affixed to therotatable component (404 (FIG. 4)) can be used to determine that apreselected maximum degree of spring winding is achieved and, uponreaching such maximum winding, the torsional spring is allowed tounwind. At that time, another spring assembly (such as that shown inFIG. 3E) allows the bar to return to its original position. The rapidlyunwinding torsional spring can rotate a shaft, e.g., through a gearand/or pulley assembly. The rotating shaft can rotate an armature withina magnetic field, which would generate electricity.

In general, the range of the angle associated with the arcuate movementof a bar corresponds to the total energy that can be captured by themotion of the bar. Specifically, the larger the angle, the larger theamount of energy that can be captured. The energy that can be capturedis limited, however, by the energy resulting from the impact of themoving vehicle with the bar. If a relatively small amount of energywould result from the impact, allowing the bar to move through a largeangle (e.g., more than 50°, 75°, 100°, 120°, etc.) is often ineffectiveand/or inefficient, because the bar may not actually move through theentire permissible angular range. This can occur when the impact isbetween the bar and a lighter vehicle (e.g., a car, a crossover, asports utility vehicle (SUV), a minivan, etc.) and not with a heaviervehicle (e.g., a loaded truck, a recreation vehicle (RV), a bus, atractor-trailer, etc.). Additionally, or in the alternative, the energyfrom the impact may be small when the vehicle is moving very slowly(e.g., at 1, 2, 5 miles per hour (mph), etc.) and not faster (e.g., at10, 15, 25 mph, etc.).

In order to increase the efficiency of capturing the impact energy or tomaximize the capture of the impact energy, the angle associated with thearcuate movement of the bar can be adjusted. For example, the angle canbe set to about (i.e., within a tolerance of 0.5%, 1%, 2%, 5%, etc.)25°, 45°, 90°, 100°, etc. In general, a vehicle is expected to slow downas it approaches the first bar and may slow down even further as itpasses over the other bars. Therefore, the angles corresponding to thearcuate movement of the successive bars in a series can be successivelysmaller than the angles corresponding to the preceding bars. In somecase, these angles are preset. The movement of the roller is a functionof both the arc radius and the angular movement. For example, 90 degreesof movement along an arc having an arc radius of 5 inches is less than30 degrees of movement along an arc radius of 25 inches.

In other cases, the angles can be dynamically during operation. In otherembodiments, the angles may be adjusted prior to operation. In order tohave the angle adjustments occur during operation, the structure must beassembled with dynamically adjustable connections. A sensor assembly mayevaluate vehicle weight and vehicle speed, transmit these parameters toa controller. The controller may then calculate angles facilitatingmaximum energy capture based on these parameters and dynamically adjustthe angles accordingly. In other embodiments, when the components arewelded or require tactile manipulation for angle adjustment, the anglesmay be adjusted between uses or during manufacturing based on datacaptured by the sensor assembly or other known data. For example, themovement of the first bar can be analyzed to determine the weight and/orspeed of the vehicle and, according to the weight and/or speed, theangles associated with the other bars can be adjusted. If the weight,speed, and/or momentum of the vehicle is relatively high, the next baror bars may be allowed to move through a larger angle of arcuate motion.Otherwise, a relatively smaller angle may be allowed.

FIG. 5 schematically depicts the arcuate movement of a bar/roller 508(roller 204 (FIG. 4)) along an arcuate path 560 (arc 402 (FIG. 4)) andits different settings, and various associated angles that can becontrolled according to the application Specifically, FIG. 5 shows fourdifferent angles associated with the operation of the system, where oneor more angles may be adjustable. Angle 1 is an impact pivot angledefined between a plane 502 passing through a pivot 504 and a centralaxis 506 of a roller 508 and a reference plane 510 (e.g., the plane ofor a plane parallel to the road surface). The location of the pivot 504and/or Angle 1 determines the initial position of the strike bar/roller508 relative to the road surface. In some embodiments of the invention,the pivot 504 is placed in a ladder cradle system 512 or other similarmechanism, so that the location of the pivot 504 and/or Angle 1 can beadjusted. In various embodiments of the invention, the ladder may be asteel rod or bar having a diameter of approximately one inch thatoperates as a peg board that can be moved in increments.

In applications where the vehicles are expected to move at a relativelyhigh speed (e.g., about 10 mph, 15 mph, or more), and/or heaviervehicles (e.g., trucks, busses, etc.) are expected to strike thebar/roller, the location of the pivot 504 may adjusted upwards along apath 514, such that a greater portion of the roller 508 is above theroad surface. Alternatively, the location of the pivot 504 may beadjusted along arcs 516 or 518 such that Angle 1 is high (e.g., morethan 10°, 20°, 25°, 30°, etc.). On the other hand, in applications wherethe vehicles are expected to move at a relatively slow speed (e.g., lessthan about 10 mph, 5 mph, or less), and/or lighter vehicles (e.g., cars,vans, light trucks, etc.) are expected to strike the bar/roller 508, thelocation of the pivot 504 is adjusted downward along the path 514.Alternatively, the location of the pivot 504 may be adjusted along arcs520 or 522 such that Angle 1 is low (e.g., less than 10°, 5°, 0° (i.e.,parallel to the road surface), −5°, etc.). When compared to thedepiction of the arc roller in FIG. 3A, the Angle 1 in FIG. 5, is basedon movement about the shaft bump roll pivot 60 in FIG. 3A.

Angle 2 of FIG. 5 represents redirected impact energy, and is formedbetween a plane 524 passing through a joint 526 and the central axis 506of the roller 508 and the reference plane 510 (e.g., plane of the roadsurface). In FIG. 3A, the joint 526 of FIG. 5 may include the shoulderbolt 62 and spacer 67 connected to the gas spring gussets 58. Angle 2complements Angle 1 in that if the pivot 504 is fixed and, as such, theinitial location of the pivot 504 and Angle 1 are not adjustable, Angle2 can be adjusted, instead. Angle 2 determines the initial, i.e., priorto impact position of the tie rod 528 because the top end of the tie rod528 is coupled to the roller 508 via the joint 526.

Typically, in applications where the vehicles are expected to move at arelatively high speed (e.g., about 10 mph, 15 mph, or more), and/orheavier vehicles (e.g., trucks, busses, etc.) are expected to strike thebar/roller, Angle 2 may be set in a range of 35° to −10° relative to theroad surface. On the other hand, in applications where the vehicles areexpected to move at a relatively slow speed (e.g., less than about 10mph, 5 mph, or less), and/or lighter vehicles (e.g., cars, vans, lighttrucks, etc.) are expected to strike the bar/roller, Angle 2 may be setin a range of 15° to −45° relative to the road surface. In general, themore the portion of the roller 508 above the road surface, and/or thegreater the Angle 1, and/or the greater the Angle 2, the greater therotation of the cam 530, resulting in a relatively greater transfer ofenergy from the impact of the vehicle to the energy storage system.

Angle 3 represents the angle of an outside stroke due to angular impact,and is defined as the angle between the central axis 532 of the tie rod528 and another reference plane 534 (e.g., a vertical plane). Angle 3can be adjusted by moving another joint 536 along an arcuate path 538.The range of Angle 3 can be −30° to +30°, −10° to +45°, etc. The lowerend of the tie rod 528 is coupled to the cam 530 at the joint 536. Angle4 measures the rotation of the cam 530 about its center 540, andrepresents the rotational energy that is transferred from the impactbetween a vehicle and the roller 508 to the cam 530. In general, thegreater the rotation of the cam 530, the greater the amount of energycaptured from the impact and transferred to the cam 530, for subsequentstorage. Depending on the initial location of the pivot 504, Angle 1,and/or Angle 2, the center 540 of the cam 530 may be moved up or down inthe slot 542 so that the rotation of the cam 530 due to the impact,i.e., Angle 4 can be maximized. In some cases, upon each impact, the camrotates at least 170° and may rotate up to 220°. In other embodiments,the range of Angle 4 can be different, e.g., only up to 50°, 90°, 120°,etc., and can be up to 250°, 270°, 300°, or more.

Adjusting one or more of: (i) the location of the pivot 504; (ii) Angle1; (iii) the location of the joint 526; (iv) Angle 2; (v) the locationof the joint 536 along the path 538; and (vi) the location of the center540 of the cam 530, may cause a change in one or more of theseparameters and/or may require an adjustment to one or more of theseparameters. In general, these locations and angles are adjusted togetherso that the rotation of the cam 530, represented by Angle 4, ismaximized.

In some embodiments, operation of the system starts with the leadingtubular strike member/bar, which is separated from subsequent (e.g.,three) strike tubes/bars, to provide for slight time delay formechanical cam and linkage system to increase the range of the angularmovement of the bars and/or the resistance on subsequent strike memberswhen a heavy vehicle impacts the first strike mechanism. The resistancecan be increased by adjusting, using couplers or an equivalent, theposition of the cam that determines the limit up to which the torsionalspring may be wound before releasing the torsional spring. In variousembodiments the tension in the torsional spring (or output torque of thetorsional spring), prior to the release thereof, may increase up to 36ft./lbs., 50 ft./lbs., 80 ft./lbs., etc., due to the winding of thespring, e.g., caused by a light vehicle moving at a slow speed strikingone or more arc rollers. In other embodiments, the tension in thetorsional spring (or output torque of the torsional spring), prior tothe release thereof, may increase up to 100 ft./lbs., 120 ft./lbs., ormore, due to the winding of the spring, e.g., caused by a heavy vehiclemoving at a high speed striking one or more arc rollers. A heavy impactaction by a vehicle can increase a cam angle which can move camsassociated with other strike members so as to increase the associatedtorsional spring resistance and/or the range of angular movement ofthese strike bars. Some increase in energy capture of heavier vehiclescan thus be achieved through this adaptive capture system.

In some embodiments, the movement of the first arc roller caused by theimpact from one wheel (e.g., one front wheel of a vehicle), or thesimultaneous impact from a pair of wheels (e.g., both front wheels ofthe vehicle) by itself, causes at least one full rotation of thecoupling shaft and, accordingly, at least one full windings of thetorsion spring coupled to that shaft. The movements of the subsequentarc rollers caused by the same wheel(s) can cause additional partialand/or full windings of the torsion spring. As such, after the frontwheel(s) pass over the assembly of arc rollers, the torsion spring maybe wound a number of times, where the number of windings can be 1.5,1.75, 2, 2.5, 3, or more. The passing of the rear wheel(s) would repeatthis process and, unless unwound between the passing of the front andthe rear wheels, the torsion spring would be wound further. The numberof windings caused by the passing of the rear wheel(s) is generally thesame as the number of windings caused by the passing of the frontwheel(s).

In other embodiments, the movement of the first arc roller caused by theimpact from one wheel (e.g., one front wheel of a vehicle), or thesimultaneous impact from a pair of wheels (e.g., both front wheels ofthe vehicle), causes only a partial rotation of the coupling shaft and afraction of one full winding of the torsion spring, e.g., 80%, 75%, 60%,50%, 35%, 10%, etc. The movement of each of the subsequent arc rollerscaused by the same wheel(s) can cause additional partial windings of thetorsion spring, e.g. 50%, 40%, 25%, 10%, 5%, etc. As such, after thefront wheel(s) pass over the assembly of arc rollers, the torsion springmay be wound a number of times, where the number of windings can begreater than one, representing at least one full winding such as 2, 1.5,1 winding, etc., or can be less than one, representing a partial windingsuch as 0.8, 0.75, 0.6, 0.5, 0.25 etc. The passing of the rear wheel(s)would repeat this process and, unless unwound between the passing of thefront and the rear wheels, the torsion spring would be wound further.Here again, the number of windings caused by the passing of the rearwheel(s) is generally the same as the number of windings caused by thepassing of the front wheel(s).

FIG. 6 depicts the wheel of a moving vehicle causing the arc rollers tobe depressed and to move along an arc. FIG. 7 shows a protectivestructure to protect the energy capture and conversion system when it isembedded in a roadway. The protective structure may include a rubber orepoxy coating and/or acid etched materials. Further, the top protectivestructure is configured to be explosion proof in order to comply withregulations, such as Department of Defense regulations. Further, theentire structure is tamper proof and may be painted to accommodate localand application requirements.

FIGS. 8A and 8B depict two views of an embodiment of the conversionsystem or energy storage and release subsystem that can be included inKE-PE capture and conversion system. As shown in FIG. 8A, an input shaftis coupled through pulleys 42 and a belt 52. In operation, in oneembodiment of the invention, intermittent rotation of the input shaftcoupled through the pulleys and the belt rotates a spring drum 5 in aclockwise direction and winds an outer diameter of spiral springs 4.Inner diameters of the spiral springs 4 are restrained by a main shaft 3and a clutch 30. Reverse counterclockwise rotation of the spring drum 5is prevented by a backstop clutch 53 that is connected via an endplate 6to a spindle 8. As spring drum 5 rotates relative to the main shaft 3, ashift collar 57 advances and couples to a clutch control ring 32 via apair of slide blocks 66 and 58. The clutch 30 disengages after a setnumber of rotations of the drum 5 relative to the main shaft 3 or attorque overload. Once the clutch 30 disengages, the main shaft 3 rotatesin a clockwise direction and pops a shock to drive an alternator 77 viaa drive pulley 45, belt 103, and pulley 40. The shock can be gas,pneumatic, compression spring, or turning screws.

With the clutch 30 disengaged, additional input via the input shaft 39is allowed and enables coupling to the spiral springs 4. As the mainshaft 3 rotates relative to the spring drum 5 and the spiral springs 4unwind, the shift collar 57 retracts and re-engages the clutch 30 beforethe spiral springs 4 completely unwind, thus maintaining the springs ina preload turns condition. When the clutch 30 re-engages, a clutch pivot33 allows the clutch 30 to rotate, for example up to 45 degrees, toreduce surge on the clutch mechanism and avoid disengagement fromkick-back.

A swing arm couples the clutch pivot 33 to a spring or damper 27 to slowrotation and return the clutch pivot 33 to a start position when theclutch 30 disengages. Additionally, an overrunning clutch 48 disengagesthe pulley 45 from the shaft 3 when the clutch 30 re-engages to reducesurge on the clutch from the rotational inertia of the pulleys 45 and 40and the alternator 77. The alternator 77 is voltage load regulated tomaximize spring energy recovery and slow the main shaft 3 sufficientlyto re-engage the clutch 30. In embodiments of the invention, springunwinding time may be between two and six seconds in operation withmultiple 1.5 kW or other performance applications using low speedalternators and may vary based on the output pulley ratio and planetarygearing.

As shown in FIG. 8B, a shift collar 57 is attached at a threaded end ofthe shaft 3. The spring 5 is connected to the shaft 3 as it winds andthe threads on the end pull back the shift collar 57, which pulls therod 68 out to connect with a shift mechanism in the clutch 30. Thus, theentire shift collar moves rod 68 and after being pulled beyond apredetermined point, the clutch 30 is released. The shift blocks 58, 59,63, catch and control spinoff and re-engagement of the clutch 30.

FIG. 9 depicts an isometric view of a mechanism used for energy storageand release, according to one embodiment. The mechanism includes a coildrum enclosing the spiral spring. An end cover 6 is positioned at oneend of the drum. The main shaft 3 extends through the drum and spiralspring. In order to create the assembly, the spiral spring is positionedon the shaft 3. The spring is wound and compressed radially to allowinsertion into the drum 5.

FIG. 10 is an isometric view of a fully assembled capture and conversionsystem in accordance with an embodiment of the invention. The system isillustrated with covers, which can be using during transport and storagein order to protect the assembly. The illustrated assembly is a stackedcapture and conversion assembly, such as that shown in the embodimentsof FIGS. 1B and 1C.

FIG. 11 is a disassembled view of the capture and conversion system inaccordance with an embodiment of the invention. FIG. 11 illustrates aconversion assembly on the left, on which the capture assembly on theright can be stacked. The covers are removed in order to allow viewingof internal system components.

FIG. 12 is a view of an electrical systems tray in accordance with anembodiment of the invention. The electrical systems tray may be stackedin between the capture system and the conversion system in embodimentsof the invention. Alternative configurations are also within the scopeof the invention. As illustrated, the electrical systems tray mayinclude operational controllers, fusible links, networked links, batterystorage, and power dump. The operational controllers may interact withsensors operating to detect, for example, vehicle speeds, frequency orcycles, temperature, and humidity. The sensors may further facilitateimproved Wi-Fi communications and may include optical sensors providinginternal video. Video showing existing conditions may be captured, forexample, using vehicle dash cams, cell phone cameras, or other cameras,and transmitted via Wi-Fi. In embodiments of the invention, a firesuppression system may be connected with the temperature sensor andactivated when temperatures exceed predetermined threshold levels.

In general, various embodiments described here in can be used indifferent traffic conditions and to capture the potential and kineticenergy from a range of moving vehicles, moving at different speeds. Forexample, the gross vehicle weight (GVM) can range from 500 lbs. up to80,000 lbs. Vehicles weighing less than 10,000 lbs. may be classified aslight vehicles and those weight 10,000 lbs. or more may be classified asheavy vehicles. These vehicles may move relatively slowly when theyimpact the first arc roller, i.e., at speeds less than 5 mph, less than10 mph, less than 20 mph, or less than 30 mph. The vehicles may alsomove fast, i.e., at speeds greater than 15 mph or greater than 30 mph,e.g., up to 80 mph. The kinetic energy (KE) associated with the lightvehicles moving at slow speeds (less than 30 mph) may range from 0.5 kJup to 350 kJ, while the KE associated with the light vehicles moving athigh speeds (at 30 mph or higher) may range from 20 kJ up to 2,500 kJ.The KE associated with the heavy vehicles moving at slow speeds mayrange from 10 kJ up to 3,500 kJ, and the KE associated with the heavyvehicles moving at high speeds may range from 400 kJ up to 21,000 kJ.Various embodiments described herein can capture and convert at least5%, 8%, 10%, 12% 14%, or 200% of this energy.

Energy harvested through the above described system may be utilized tocharge integrated battery cells, which are then utilized to poweroperating systems and specialty equipment. Excess power can be netmetered into the electrical grid. The system can generate power anywheretraffic can be found with simple installation in a few hours and no costto the public. Sensors may be coupled to the system forself-diagnostics, wireless communications, traffic controls, weights andmeasures, and security applications such as the road intrusion wall,vehicle identification, and electromagnetic pulse (EMP) and chemical,biological, radiological, and nuclear (CBRN) detection. In embodimentsof the invention, monitoring and control software may display userinterfaces enabling greater control and monitoring by individualsviewing the interfaces on computing devices. In embodiments of theinvention, the system can be utilized to power highway signs in order towarn approaching traffic of speed limitations and manage lights bymaximizing flows.

Although the methods and systems have been described relative tospecific embodiments thereof, they are not so limited. As such, manymodifications and variations may become apparent in light of the aboveteachings. Many additional changes in the details, materials, andarrangement of parts, herein described and illustrated, can be made bythose skilled in the art. Accordingly, it will be understood that themethods, devices, and systems provided herein are not to be limited tothe embodiments disclosed herein, can include practices otherwise thanspecifically described, and are to be interpreted as broadly as allowedunder the law.

What is claimed is:
 1. A system for capturing at least a part of kineticenergy (KE) of a moving vehicle upon impact thereof with at least onearc roller, the system comprising: a first arc roller having a firstcentral axis of rotation, wherein upon being impacted by the movingvehicle the first arc roller is configured to move such that the firstcentral axis of rotation moves along a first arcuate path; a firstlinkage linking the first arc roller to a first rotatable component; aprimary torsional spring coupled to the first rotatable component,configured to wind upon at least a partial rotation of the firstrotatable component by arcuate movement of the first arc roller and thefirst central axis of rotation thereof, until the first rotatablecomponent reaches a first preset position; a first return mechanism toreturn the first arc roller to an initial position thereof when thefirst rotatable component reaches the first preset position; a secondarc roller having a second central axis of rotation, wherein upon beingimpacted by the moving vehicle the second arc roller is configured tomove such that the second central axis of rotation moves along a secondarcuate path; a second linkage linking the second arc roller to a secondrotatable component; and a second return mechanism to return the secondarc roller to an initial position thereof when the second rotatablecomponent reaches a second preset position, wherein the primarytorsional spring is: (i) coupled to the second rotatable component, and(ii) configured to wind further upon rotation of the second rotatablecomponent by arcuate movement of the second arc roller and the secondcentral axis of rotation thereof.
 2. The system of claim 1, wherein thesecond arc roller is coupled to an adjustable component adapted toadjust an angular range of the second arc roller.
 3. The system of claim2, wherein the adjustable component is coupled to the first linkage. 4.The system of claim 1, wherein the first rotational component comprisesan adjustable cam that determines the first preset position.
 5. Thesystem of claim 1, further comprising: an electrical generator coupledto the primary torsional spring.
 6. The system of claim 1, wherein thefirst arc roller is between 3 and 7 inches in diameter.
 7. The system ofclaim 1, further comprising between four and seven arc rollers disposedparallel to one another.
 8. The system of claim 1, wherein the first arcroller is attached to a pivot point and the first arc roller is orientedat a first impact pivot angle.
 9. The system of claim 8, wherein thefirst impact pivot angle is adjustable through a ladder mechanism. 10.The system of claim 8, wherein the first arc roller is connected by ajoint to the first rotatable component, wherein a second angle between:(i) a first plane passing through the joint and the first central axisof rotation of the first arc roller, and (ii) a second plane defining aroad surface, represents redirected impact energy.
 11. The system ofclaim 8, wherein: a third angle between an initial position of the firstrotatable component and a vertical reference plane represents an outsidestroke due to angular impact; and the third angle is adjustable throughmovement of a link between the first arc roller and the first rotatablecomponent.
 12. The system of claim 10, wherein a fourth angle comprisesan angle of rotation of the first rotatable component due to impact andvaries based on the first impact pivot angle and the second angle. 13.The system of claim 1, wherein the primary torsional spring includes aclutch operated by a rotation of the primary torsional spring, whereinthe clutch disengages to drive an alternator when the primary torsionalspring reaches a predetermined rotational threshold and unwinds when theclutch disengages.
 14. A method for assembling a system for capturing atleast a part of kinetic energy (KE) of a moving vehicle upon impactthereof with at least one arc roller, the method comprising: mounting ona frame a first arc roller having a first central axis of rotation,wherein, upon being impacted by the moving vehicle, the first arc rolleris configured to move such that the first central axis of rotation movesalong a first arcuate path; coupling a first linkage linking the firstarc roller to a first rotatable component; coupling a primary torsionalspring to the first rotatable component, wherein the primary torsionalspring is configured to wind upon at least a partial rotation of thefirst rotatable component by arcuate movement of the first arc rollerand the first central axis of rotation thereof; coupling a first returnmechanism to the first arc roller to return the first arc roller to aninitial position thereof when the first rotatable component reaches afirst preset position; mounting on the frame a second arc roller havinga second central axis of rotation, wherein, upon being impacted by themoving vehicle, the second arc roller is configured to move such thatthe second central axis of rotation moves along a second arcuate path;coupling a second linkage linking the second arc roller to a secondrotatable component; coupling the second rotatable component to theprimary torsional spring; and coupling a second return mechanism toreturn the second arc roller to an initial position thereof when thesecond rotatable component reaches a second preset position, wherein theprimary torsional spring is configured to wind further upon rotation ofthe second rotatable component by arcuate movement of the second arcroller and the second central axis of rotation thereof.
 15. The methodof claim 14, further comprising: linking the second arc roller to anadjustable component adapted to adjust an angular range of the secondarc roller.
 16. The method of claim 15, further comprising: coupling theadjustable component to the first linkage, whereby movement of the firstarc roller adjusts the angular range of the second arc roller.
 17. Themethod of claim 14, further comprising: providing an adjustable cam withthe first rotational component to determine the first preset position.18. The method of claim 14, further comprising: coupling an electricalgenerator with the primary torsional spring.
 19. The method of claim 14,wherein the first arc roller is between 3 and 7 inches in diameter. 20.The method of claim 14, further comprising: providing between four andseven arc rollers disposed parallel to one another.
 21. The method ofclaim 14, further comprising: attaching the first arc roller to a pivotpoint; and orienting the first arc roller at a first impact pivot angle.22. The method of claim 21, further comprising: mounting the pivot pointon a ladder mechanism, so that the first impact pivot angle isadjustable.
 23. The method of claim 21, further comprising: connectingthe first arc roller to the first rotatable component via a joint,wherein a second angle between: (i) a first plane passing through thejoint and the first central axis of rotation of the first arc roller,and (ii) a second plane defining a road surface, represents redirectedimpact energy.
 24. The method of claim 21, wherein a third angle betweenthe first rotatable component and a vertical reference plane representsan outside stroke due to angular impact, the method further comprising:providing an adjustable link between the first arc roller and the firstrotatable component, so as to adjust the third angle.
 25. The method ofclaim 21, wherein a fourth angle comprises an angle of rotation of thefirst rotatable component due to impact, the method comprising:selecting a maximum limit of the fourth angle based on the first impactpivot angle and the second angle.
 26. The method of claim 14, furthercomprising: providing a clutch with the primary torsional spring,wherein the clutch: is operated by a rotation of the primary torsionalspring, and disengages to drive an alternator when the primary torsionalspring reaches a predetermined rotational threshold and unwinds when theclutch disengages.
 27. A system for capturing at least a part of kineticenergy (KE) of a moving vehicle upon impact thereof with at least onearc roller, the system comprising: a first arc roller having a firstcentral axis of rotation, wherein upon being impacted by the movingvehicle the first arc roller is configured to move such that the firstcentral axis of rotation moves along a first arcuate path; a firstlinkage linking the first arc roller to a first rotatable component; aprimary torsional spring coupled to the first rotatable component,configured to wind upon at least a partial rotation of the firstrotatable component by arcuate movement of the first arc roller and thefirst central axis of rotation thereof, until the first rotatablecomponent reaches a first preset position; a first return mechanism toreturn the first arc roller to an initial position thereof when thefirst rotatable component reaches the first preset position; a third arcroller having a third central axis of rotation, wherein upon beingimpacted by the moving vehicle the third arc roller is configured tomove such that the third central axis of rotation moves along a thirdarcuate path; a third linkage linking the third arc roller to a thirdrotatable component; a third return mechanism to return the third arcroller to an initial position thereof when the third rotatable componentreaches a third preset position; a secondary torsional spring coupled tothe third rotatable component, configured to wind upon at least apartial rotation of the third rotatable component by arcuate movement ofthe third arc roller and the third central axis of rotation thereof; andan alternator coupled to both the primary and secondary torsionalsprings.
 28. A method for assembling a system for capturing at least apart of kinetic energy (KE) of a moving vehicle upon impact thereof withat least one arc roller, the method comprising: mounting on a frame afirst arc roller having a first central axis of rotation, wherein, uponbeing impacted by the moving vehicle, the first arc roller is configuredto move such that the first central axis of rotation moves along a firstarcuate path; coupling a first linkage linking the first arc roller to afirst rotatable component; coupling a primary torsional spring to thefirst rotatable component, wherein the primary torsional spring isconfigured to wind upon at least a partial rotation of the firstrotatable component by arcuate movement of the first arc roller and thefirst central axis of rotation thereof; coupling a first returnmechanism to the first arc roller to return the first arc roller to aninitial position thereof when the first rotatable component reaches afirst preset position; mounting on the frame a third arc roller having athird central axis of rotation, wherein upon being impacted by themoving vehicle the third arc roller is configured to move such that thethird central axis of rotation moves along a third arcuate path;coupling a third linkage linking the third arc roller to a thirdrotatable component; coupling a third return mechanism to return thethird arc roller to an initial position thereof when the third rotatablecomponent reaches a third preset position; coupling a secondarytorsional spring to the third rotatable component, wherein the secondarytorsional spring is configured to wind upon at least a partial rotationof the third rotatable component by arcuate movement of the third arcroller and the third central axis of rotation thereof; and coupling analternator to both the primary and secondary torsional springs.